Engine



G. H. FRASER. 2,274,683

ENGiNE I Filed May 18, 1939 2 Sheets-Sheet 2 March-3, 1942. M

Patented 3, 1942 UNITED STATES PATENT OFFICE enema George Holt Fraser, Brooklyn, N. Y. Application May 18, 1939, Serial No. 274,390

' 19'Claims. ('01. 123-74) increase its efficiency and facilitate its operation.

This invention relates to internal combustion engines, and aims to provide certain improvements therein especially applicable to such engines of the Diesel type in which a body of air 7 is compressed to raise its temperature sufficiently gines in which a cylinder having a combustion chamber, means for supplying fuel thereto, and air inlet and exhaust ports, encloses a piston .which nearthe end of its power stroke opens the inlet port from an auxiliary compressor coincidently with a cam operated opening of the exhaust port, for allowing fresh air to run into the cylinder and sweep the exhaust gases therein out through an exhaust port in the cylinder head and to fill said chamber with clean air before the inlet port is closed by the piston and the outlet is closed. The air is then compressed by the return stroke of the piston toward the head of the cylinder sumciently to increase the temperature enough to burn the fuel which by an auxiliary pump is forced into the cylinder as or after the piston moves to the end of its return stroke, so that the fuel may be ignited by the high temperature of the air and the pressure built up by such ignition confined between the head of the cylinder and the power end of the piston may be used to move the latter on its power stroke, which is transmitted through a crank shaft to a fly wheel capable of reversely reciprocating the piston through its return stroke. In this manner the explosion, scavengin recharging and air compressing operations required for a Diesel engine are efl'e'cted within the two cycles-covered by its power and return strokes, as a simpllfica ion of the four-cycles utilized for accomplishing this in earlier four siderable complications and included numerous running parts.

My present invention aims to simplify such an engine and to accomplish some or'all of its advantages by utilizing the reciprocatory movement of the piston itself for directly eflecting one or more of 'said results, and thereby to reduce the number of separately-- movable parts and the weight and size of the engine, and to Objects of the invention are to increase the functions of the pistonand to utilize its recipro-- cation for eflecting results formerly effected by separately movable parts.

Other objectsare to provide means for deferr-lng admission of an explosive mixture into the cylinder until the crank has passed dead centre, and for deferring ignition of such mixture until the crank is approaching its most effective position, and for adjusting such deference, and for controlling and adjusting such deference relatively to the piston and preferably from without the piston head or without stopping operation.

To this end I utilize the cylinder and the piston themselves as an air compression means for supplying air to the inlet port, and preferably also as a cooling. medium circulation means or pump for circulating cooling water against the cylinder;- and preferably also as a valve means for opening and closing both the inlet and outlet ports; and preferably also as-a pressure means for pressure feeding into the cylinder, and as a supercharger means for super-compressing and injecting an atomizing stream of air into and with said fuel; and preferably also utilize the piston for pumping and controlling said in- Jection; and I preferably also make the cylinder with closed ends, the one having a combustion chamber and the other a compression chamber, and utilize the piston as a reciprocatory partition between said chambers and counter-actingly transmitting through. itself counter stresses therein for'cushioning and facilitating reversal of reciprocation of the piston itself; and I provide various other features of improvement, all of which will be more fully hereinafter set forth \as applied to the two cycle type of Diesel engine zation of the various features thereof, in which- Fig. 1 is a fragmentary vertical transverse section of a single cylinder two cycle Diesel engine.

embodying the preferred form of my invention,

the view being-cut through the axis of its cylin-' der, and

' pro-heater air Fig. 2 is a fragmentary enlarged similar axial section showing the cylinder head and supply means thereof on a larger scale. v I

Referring to the drawings let H indicate the base or crank case of a Diesel engine, It the cylinder thereof, having upper and lower sections l2 and I4. ll its piston, il its fuel feeder, is its crank shaft, 2| its pitman connecting'the latter and said piston, 23 its air supp y system. 26 its cooling system, 21 its heatinterchanger and air cooling system, 2. its air inlet port, and :1 its air exhaust port.

These parts may be of any usual or suitable construction for an internal combustion engine of the two cycle type in which the cylinder has a combustion chamber 33 between the cylinder head 35 and the head 31 of the piston and in which the air inlet and outlet ports are opened for scavenging the cylinder when the pistonmoves toward the end of its power stroke and are closed for compressing the air in the cylinder during the return stroke of the piston.

The air supply system usually comprises air compression means driven from the crank shaft and supplying heated compressed air to the inlet 29, which is closed by the piston l except as the latter moves toward .the end of its power stroke, whereupon the head of the piston opens the port 29 and permits air to rush therefrom into the combustion chamber 33. The exhaust port 3| is usually cam operated from the crank shaft to open and close the exhaust coincidently with opening and closing of the inlet 29, and permits air therefrom to scavenge the combustion gases during said opening and to fill said chamber with fresh air, which is confined therein upon said closing and thereafter compressed during the return stroke of the piston sufficiently to raise its temperature above the ignition point of the fuel which'is introduced into the combustion chamber when the piston completes its return stroke.

through its inner periphery, and axially extendsuch periphery as a valve seat 4| between and beyond said ports as a valve'seat therefor, and

I provide the piston 15 with an axially extended valve or wall portion 43 coincident with its outer periphery and cooperating with the inner periphery of the cylinder between said ports and extended beyond the port 3|. Through this extension I provide the piston with an air inlet port- 45 movable into communication with and opening the air ports 29, and with a gas exhaust port 41 communicating with and opening the exhaust port 3| as the piston moves toward the end of its power stroke, and simultaneously moving out of coincidence with and closing said ports 23 and 3| during the other reciprocation of the piston, in such manner that during its movement the piston itself simultaneously opens and closes both its compressed air inlet and gas discharge outlet communications, as distinguished from the former constructions in which the cylinder end .of the piston successively opened these, or merely opened and closed the compressed air inlet to it,

and a cam operated exhaust valve controlled the The cooling system usually comprises water 3 for'pre-heating the air and in communication with the air compression means for supplying pre-heated air thereto.

The fuel feeder means' I] usually comprises a .cam operated pump timed to inject the fuel charge into the combustion chamber at the position of the piston best suited to utilize the pressure generated by combustion of such fuel for moving the piston on its working stroke and utilizing such movement for rotating the air blower in the fly-wheel 39 sumciently to cause the latter to return the piston and compress the air confined within the cylinder during the return stroke of the piston according to the well known principle of twocycle operation of a Diesel engine.

Separate or auxiliary driven partshave been used for effecting these several operations-and such parts have been indirectly driven from the engine and added to the number and complexity of the mechanism of a two cycle Diesel engine.

My invention aims to effect one'or more of said results with fewer and simpler parts and to provide for more directly operating any of such parts, and for incorporating them within the essential features of, the engine itself, and to utilize the cylinder and piston of the engine for effecting results formerly effected by collateral equipment or attachments.

To this end I provide various features of improvement, which, in their .preferably combined form shown in the accompanying drawings, I will now describe in detail.

According to one feature of improvement I provide the cylinder itself with an axially spaced inlet port 23 and an exhaust port 3| opening gas outlet from it.

According to another feature of improvement I preferably make the valve portion 43 as a cylindrical annular wall on or of the head 35 of the piston l5 and extended around and above the explosion chamber 33 in such manner that it radially encloses the latter andradially resists pressure therein, to permit which I preferably provide the' outer end of the cylinder l3 with an inwardly extended head 31 having a cylindrical outer periphery spaced-inwardly from the inner periphery of the cylinder, and slidably fitted within and engaging the inner periphery of the valve portion 43 of the piston in such manner that the combustion chamber 33 is completely enclosed between the -head 31 and the annular valve 43 and the head 35 of the piston throughout reciprocatory movements of the latter and the effective superficial area of the piston is that defined by the inner periphery of the valve 43. This minimum volume is defined by the inner end of the head 31, which preferably projects inwardly of the exhaust port 3|, but has'a slightly recessed end opposite the latter and affording communication therewith through the piston exhaust port 41 when this is moved into coincidence-with the port 3|, above which the valve 43, in any suitable manner, makes a leak tight sliding joint with the outer periphery of the head 31 and the inner periphery of the cylinder l3 for resisting leakage from or into the chamber 33.

According to another feature of improvement I preferably utilize the cylinder 13 and piston l5 themselves as the means for circulating water through the cooling system 25, preferably by utilizing the space within the cylinder and around its head 31 as part of an annular pumping cham-- ber 23 in communication with said system. The upper end of the valve 43 has anannular pumping plunger or piston 43 reciprocating in said chamber, and by providing the latter with suction and discharge valves, 33 and 52 for making the pumping action incident to reciprocation of the piston effect circulation of pumped fiuid through the cooling system, which latter preferably extends downwardly and upwardly within the cylinder head 31 and thendown around thecylinder l3 to and terminates in a water outlet 5 As usual the cylindrical periphery of the cupshaped lower extension of the piston I5 slides valve 55 in communication with the inlet 23 when.

supplying preheated compressed air thereto, in such-manner that asthe piston moves on its power stroke the air below it wil be compressed 53, when used with the single acting engine shown.

when constructed as shown'the piston is substantially H-shaped in axial cross-section, having opposed cup shaped ends, as the valve 43 and the extension 31, communication between which is partitioned by the head 35, which serves around the inlet 29 until the port ,opens this inlet and the port 41 opens the discharge 3!. This opening will permit this compressed air to rush in and scavenge and escape from the chamber 33 while said ports are opened, which air will be confined in said chamber as soon as said ports are closed, and may then be compressed to raise its temperature as desired during the return movement of the piston, being then confined in the combustion chamber by the annular wall or valve 43 of the piston.

In this manner compression of the air is directly effected by the cylinder and piston and the stress of such compression is confined within them, for accomplishing which the lower end of the cylinder is preferably closed with a lower head or wall and the lower end of the piston 13 is formed with a cylindrical cup-shaped extension 51, the outer periphery of which fits slidingly in and makes a leak tight joint with the inner periphery of the head 55 and serves as an inner wall for the cylinder 51 of the chamber 49, making the latter an annular pressure chamber opposed to the explosion chamber 33. The plunger 59 is a pressure piston opposed to the working head 35 of the piston, in such manner that as the piston l5 is'moved during its working stroke the plunger 59 generates-in the cylinder 51.a pressure counter to'that in the chamber 33, which counter pressure tends to cushion the termination of the working stroke of the piston until the counter pressure is relieved by the opening of the inlet 29, which together with the valve 55 permits return movement of the piston without pressure resistance from the plunger 59. In such construction the extent of such counter pressure must be determined by the volume of the chamber 49 and by proportioning its inner and outer diameters to accord with the air.compression desired and to suit the superficial area ofthe piston head defined by the inner periphery of its valve 43. constitutes part of the volume of the cylinder 51 in the construction shown and correspondingly modifies the cushioning and counter effect of the air pump, which is powered by revolution of the crank shaft, so that all proportions should be modified and suited to the desired conditions of use and operation. In the construction shown the piston extension 51 is hollow and encircles the pitmanll, which is connected to the piston cylinder, which is shown as in communication with and encircled by the inlet 23. Thelatter is shown as an integral part of the cylinder and as mounted on its lower head 55, which is shown as mounted on and covering the crank case ll,-

The volume of the air chamber,

which is shown as' closed at its bottom by a cover as a movable partition between the gas combustion chamber 33 and the air compression chamber 49. The piston utilizes the major part of its working stroke for turning the crank shaft and moderately compressing the scavenging air below its plunger 59 and sucking in additional air above said plunger through the valve 53, and .the

last of said stroke for scavenging and air charging the combustion chamber when it opens the ports 29 and 3|, and is moved through its return stroke by the crank shaft I3, and utilizes its return stroke for closing these ports and compressing the air thereby confined in the combustion chamber 33.

In this construction the end 48 of the piston during its working stroke draws cool waterinto the chamber 25, and during its return stroke pumps this water through the cooling system 25.

According to another feature of improvement I preferably utilize the pressure within the combustion chamber 33 for feeding into this chamber the combustible fuel and an atomizing superheated jet of air as a super-charged mixture best suited to ignition by the high temperature of the air compressed within the combustion chamber by movement of the piston toward the end of its return stroke, and I utilize the return movement of the piston to effect and time and control such introduction, and provide means for adjusting or varying such timing to suit desired conditions.-'

This may be accomplished in any suitable manner, but preferably for this purpose I provide in the cylinder head 31 a relatively large low pressure cylinder II in communication with a relatively small high pressure cylinder 13 and partitioned from the latter by a relatively largegas operated piston 15 in communication with the chamber 33 and carrying a relatively small superpressure piston 11, which pistons move together axially in said cylinders respectively with variations in the pressure within the chamber 33, which pressure by acting against the large area of the piston 15 moves this and the, smaller piston I1 upwardly against the tension of a spring 13 tending to move them downwardly, in such manner that these pistons move outwardly together in response to'the pressure in the chamber 33, and are moved inwardly by the spring 13 in the upper end of the cylinder 1 I, which end is in communication with the outer air to facilitate such movement, and stopped by a screw 12.

The cylinder 13 is elongated and provided with a lower oil chamber 3| in communication with the fuel supply 23 through a suction valve 33, and the piston 11 reciprocates in and acts as an oil pump plunger for this oil chamber 8|, in such manner that when the piston 11 descends it will cause a charge of oilto be sucked in to the-cylinder 8| and when said piston ascends it will exert against said charge a pressure superior to that of the gas in the cylinder 1| determined by the difference in superficial area between the piston I5 and the piston II, which super-pressure I utilize for forcing the oil from the chamber 3| into the explosion chamber 33 under a pressure exceeding that in the latter, by providing a communication therebetween, as by an oil'inlet duct 35, through which oil may be forced from the chamber 3| into the chamber 88, which duct is preferably controlled by an oil discharge valve 81, the oil suction valve 88, oil chamber 8| oil discharge chamber 88, from which the air duct 88 com- I municates concentrically inwardly of the oil duct 88 with the air discharge valve 88. This convalve 81, and piston 11, being so limited that they constitute a high pressure oil pump of which the piston 11 is the plunger which is pressure operated by the pressure in the chamber 88 and is suction operated by the spring 18, and the dis relative diameters of the plunger "and the piston 11.

This construction alone suflices for super-pressure'injection of fuel into the chamber 88, but

according to another feature of improvement I preferably provide for simultaneously injecting super-heated compressed air with the fuel, and this I preferably accomplish by making the high pressure cylinder 18 with a slightly larger upper cylinder 14 and with a materially smaller compressed air cylinder 88, and partitioning this from the oil chamber 8| by a movable partition comprising a large piston 88 and smaller plunger 8| affording a movable top for the chamber 8| and a movable bottom for the chamber 88 and moved upwardly by and as the plunger 11 raises the body of non-compressible-fluid in the oil chamber, for compressing air in the chamber 88 through the medium of the pushed up oil and with the same pressure as the latter is pushed up, and for compressing said air to the extent necessary to super-heat it as much as desired prior to its discharge into the chamber 88, for effecting which discharge the air chamber 88 is in communication with the chamber 88, as shown by the compressed air duct 88 having a discharge valve 88. The air inlet suction valve 81 in the head of the chamber '88, and a spring 88 above and depressing the plunger 8| serve to make the latter and the chamber 88 a compressed air pump, which should be proportioned to suit the compression desired for the desired pre-heating and super-pressure of the air to be jetted into the chamber 38, for which compression the relative proportions of the plungers 11 and 88 and the ton 18 and plungers 11 and 8| annular and dis-,

pose the oil discharge duct 88 concentrically incentrically within the oil duct and extended through the plunger 8 in such manner that the oil duct 88 extends through and affords a cylin-j drical inner wall for the -low pressure cylinder 1| and a closure between the latter and the oil chamber 8| and is slidably encircled by the high pressure piston 11, inwardly of and past which and past the low pressure cylinder 1| it conducts fuel under pressure from the oil cylinder 8| to the oil discharge valve 81, and the air duct 88 as a tube extending through and aflording an inner well for theoil duct 88 and theoil chamber 8| and through the super-compression plunger 8| into the super-pressure chamber 88, within which it fits through and is slidably encircled by the plunger 8|, which latter thereby makes a closure between the oil chamber 8| and the supercharge pressure of which is determined by the atomize the fuel, preferably by making the valve struction permits the pistons 18 and 11 to move on the oil duct 88, and the plunger 8| to move on the air duct 88 up and down with each other or relatively, downward movement of the plunger 8| being arrested by a stop or shoulder 8| between the larger diameter of the chamber 88 and the small diameter of the chamber 8|, and serving to force oil from the oil chamber 8| through the oil .duct 88 when the oil discharge valve 81 is open. The plunger 8| is raised by elevation by the high pressure plunger'11 of the oil in the chamber 8| through which it transmits high pressure through the piston 88 to the plunger 8|, which by reason of its smaller diameter increases this high pressure to super-pressure which it transmits to the air in the chamber 88, so that the pressure in the latter will be super to that in the oil chamber, and the pressures in both of these will be super to that in the low pressure chamber 1| and the combustion chamber 88, and the air may atomize and outwardly blow the oil without danger of counter flow of the latter into the air duct.

According to another feature of improvement my invention preferably makes the fuel discharge valve 81 annular and around the air discharge valve 88 in such manner that the air will outflow toward and intermingle with and outwardly 81 with downwardly and outwardly extended annular seats I88, the one shown as formed on the outer periphery of the end of the air duct 88 and the other as a ring formed on the inner periphery of an inverted cup-shaped member I88, the outer periphery of which is cylindrical and slidably fitted in the cylindrical lower end of the oil duct 88, and is perforated by circumferentially spaced outlets below the seats I88, which cup has a closed bottom wall or partition I81 spaced below and extended across the lower ends of the oil and air ducts and affording there wardly of the piston 18 and the air duct 88 conbelow a mixing chamber I88 for mixing the air and fuel as the latter is atomized and the mixture is jetted from the cup I" into the chamber 88, and by making the air discharge valve 88 with downwardly and inwardly extended annular valve seats I concentrically inwardly of the oil seats I88. These are shown as annular segments or frustrums of inverted cones of which seats I one is preferably formed on the inner periphery of the lower end of the air duct 88 and the other is preferably formed as an enlargement of the upper end of a pin 8 carried by and movable with the cup |88 in such manner that the air and oil valves will be simultaneously opened and .closed by and coincidently with movement of the member I88 for simultaneously introducin'g air and oil into its chamber I88.

The oil and air introduction valves may be moved in any suitable manner, but according to another feature of my invention I prefer to move them from and by and in response'to movement of the piston toward the end of its return stroke, for which purpose I preferably provide the cup '|88 with an operator-means or projection 8 extended into the path of and engaged and operated by an operator screw 8 carried by the head 88 of the piston II, in such manner that near the end of its returnstroke such head will lift the cup I88 and open thevalves 81 and 88, to permit discharge from these into the chamber 88 until the piston l8 begins to move on its working stroke, which movement will permit descent of the member I and closure of said valves in such manner that movement of the piston directly effects and times opning and closing of the fuel and super-charger valves,

which are protected from cylinder press re operation by one or more check valves IS and l8. and 80.

According to another feature of improvement my invention preferably retains the .fuel charge as a non-explosive mixture in the mixing chamber I09 until the piston I5 has moved more or less beyond the dead Ci are on its working stroke, and defers admission of such mixture into and its ignition in the cylinder until the resulting explosion may act against the piston when the crank is moved toward a relatively effective povalves as desired for any position of the timing valve I I2, to permit upward adjustment of which for delayed timing the flange III of the oil duct 85 is preferablyformed with a recess lifl'into which the upperfend of the valve Ill-may be moved upwardly for delayed timing.

Suction closing of the valves 81 and 95 by' descent of the valve H2 is facilitated by the valve 16, andpressure op ning of said valves by ascent of the valve H2 is avoided, by a check valve it. p

According 'to another feature my invention preferably provides for relatively=adjusting the various co-operative elements of the engine in such .manner that the operator may vary these tosuit particular conditions, preferably the sition for transmitting force of such explosion to the crank shaft. V

This may be accomplished in any suitable manner, but preferably I accomplish it by providing the mixing chamber I09 with outlet ports H0, and the pison head with an annular timing valve H2 around and slidable across and closing these ports before the piston starts moving on its working stroke, and passing below and opening these ports as the piston progresses on its working stroke and at such point in such progress as it is desired that said mixture shall be released into and ignited in the cylinder;

As shown the valve II! has a cup-shaped or hollow upper end around and sliding over and closing the ports 0 in the oil valve 81 as the pistonapproaches toward} the end of its return stroke, and sliding below and opening these ports during an earlier portion of the movement of the piston on its working stroke, and is carried by and reciprocates with the piston, and carries the operating screw H6 for opening the oil and air valves, discharge from which is confined in the mixing chamber I09- until the valve H2 moves downwardly on its working stroke sufliciently to lug H'Icarrying the oil valve 81 more or less' toward the valve H2, and preferably when op; eration is stopped by axially adjusting the valve H2 relatively to the valve 81, to permit which from below the piston head 35 the valve 2 is preferably screwed through the latter so that it mav be adjusted therein from therebelow, for by such adjustment varying its position relat ve y to the working stroke of the piston at which it will open the ports H0.

For adjusting the valve operator screw 5 it is preferably adjustably connected to the piston head 35, and 78.8 shown is extended through the latter so that it may be adjusted from therebelow without opening the cylinder.

Preferably the valve operator H6 is screwed through the timing valve H2, so tha when the latter is adjusted to defer the explosion of the charge the valve operator I I6 may be relatively following respects:

-. For adjusting the pist'onvalve 43 relatively to the piston l5 these parts are preferably axially adjustably connected by a shrew threaded connection. Ii'l whereby timing ,of the scavenging may be varied.

For adjusting the air plunger 59 relatively to the piston I5 these parts are preferably axially adjustably connected by a screw threaded connection I I9 whereby the compression of scavenging air and the extent of its cushioning counter resistance to the working stroke may be varied and timed.

By making the .oil duct 85 with an apertured flange I2I axially adjustably connected with the cylinder head 31 by a screw thread I23 in such manner that it serves as an auxiliary axially 'adjustable head for the chamber 33 and can be adjusted toward and from the latter for varying it for its fuel reception portion relatively to the piston I5, or for varying the oil'discharge valve 81 relatively to and the timing of its operation by said piston. By making the low pressure piston I5 and high pressure piston 11 relatively axially adjustable byconnecting them by a screw thread I25, for varying the volume of theoil chamber 8| and adjusting the quantity of oil sucked therein for each charge by descent of the piston TI and thereby varying the speedv and'power of the engine. w

By making the air duct 93 and its discharge valve 95 axially adjustable relatively to the oil duct 85and its discharge valve 81, by making the air duct with an apertured peripheral flange and axially adjustably connecting it with the oil duct by a screw thread J21 in such manner that this valve may be adjusted axially relatively to the oil discharge valve 81 for effecting simultaneous opening and closing of these.

By making the air discharge valve 95 axially adjustable relatively to the oil discharge valve 81,

by axially adjustably connecting it with the cup I 05 by a screw thread I29 in such' manner that these valves can be synchronized as desired.

By making the operator means or screw H5 axially adjustable relatively to the partition I05 and the valves 01 and 95 as by axially adjustably connecting it with the cup M5 by screw threads I3I, in such manner that the operator H5 can be adjusted more or less into the path of the piston I5 for varying and timing the, simultaneous operation of the valves 81 and 05 by the latter.

By making the ring I05 of the oil discharge valve 81 axially adjustable relatively to the mixing chamber I09 for varying the volume of the adjusted. to time opening of the air' and oil wi h the partition I01 by screw threads I33 in adi V I the ,airQ 'port 29 or exhaust port 3|, oigboth, relat vely adjustable and vertically adjustable r'elativ elyi to the cylinder l3 for vertically varying'fthetime of opening said ports by' the,air"portr,45,and gas port 41, preferably by, rna k'ing egiipper side'of the air port 29 as a ring 135 ,jy rug uy la'djustably connected to the cylinder l3 by'ascr'ew thread I31, and extended to .and asz the lower side of the exhaust port 3|, for relativelyvarvin said ports .By mak'ng the super-charger chamber 89 volumetricall ,v' fiablejlb'y making its valved head l3averticall liustable by screwing it into said chamber by rewthread I to the end that it may, yary the compre sion and the resultant temh r below it, and by making the ca y adjustable in the piston 90 y H v rine'ction I42 therebetween.

By in king the cylinder head 31 axially adjustable relatively to the piston head 35, as by maka annular casting adjustable cap I43 and connecting it screw I45, and by movably the head 31 and the feed- I, ,r g osing the latter in an annular c'age "Tana" connecting this cage with the head baavw th e t-d4 1 An A ans for operating any of these ns may be employed, butI he cylinder head 31 for adf improvement I prefer to if he cylinder l3 from the piston adj t n e'inlet port ring l35 or the yv lfei i 'thjeengine is'dismantled. v M other feature of improvement my n vention "preferably provides for adjusting N fir fl withoutopening the cylinder ff, ra Y which Ipreferably provide gliviie s im inter al teeth 1 5| meshing with a pfriicsi ls intffted in the head as r the pisto anqgarried by a shaft I depended'through with 4 icear 33 5 filifi sa the ring 35 f r th a w "131 S fflgsy Dit pvt a 81 Bit With.

t ft P e'alt HMO}; sa Mia" to alfah g sg isvntas srsvass {51 ,varyin a inig befhdfi of the 'engme pese r prerei abiy sroviue it} y wanes 'rtcia mg nfeshing 'vvith and canym ya pinion l65, carried by and fror n which is ue: sesaagassnsea shaft I515 extended and \m- I treaiiydmvabietflfeag Hepati is wait as o'f- 'the eyiifiaes asbamaiigh h'an'd w ee lse m ver; assim lated macro" to'and" revclpmy mpunteq taiiea saie wanst" aigjsnaitj at";

of til abserdi were.

-' valve lflsj 'counter toza sprin etu be turned to screw the plunger 59 axially of the piston as the shaft I61 reciprocates with the piston and is moved vertically with adjustment of the plunger for varying the compression below the latter.

According to another feature of improvementmy invention provides for varying the valve 43 during operation of the engine, for which purpose I preferably provide an axially extended internally toothed annular hand wheel I'll revolubly depended from the bottom wall 65 around and a distance equalling the stroke of the piston therebelow, and slidably engaged during said stroke by the teeth of a pinion I13 inoperative relation to and for turning the valve 43 when the wheel I'll is turned without stopping reciprocation of the piston.

To provide for similarly adjusting the valve 43 without requiring removal of the piston head 31 I preferably also provide the valve 43 with internal teeth |5l in mesh with a pinion I53, which is rotated by a shaft I55 extended through the head 35 and the hollow lower end of the piston and accessible below thelattcr for rotation from within the crank case. i i

My invention contemplates'governing the speed and performance of the engine in the construction shown by regulating the amount of each fuel charge by axial adjustment of the plunger 11 relatively to the piston 15, which adjustment if upward will diminish said charge, and if downward will increase it, with each stroke of said plunger, and it contemplates adjustment of the supply subject to such pumping action of the plunger by manual adjustment of an ordinary fuel supply valve 115, "and utilizing closing of this valve for stopping the engineato the end that when adjusted as desired operationmof the engine may be controlledby a single handvalve, which is open to permit starting, set for the desired fuel consumption during operation, and closed for stopping operationu Openingsuch valve for'starting fills -thewoillchamber '8l ,.in which it serves whencthe; lily-wheel 39 is turned by hand orotherwiserwfor effecting; a starting pressure, \to raise the plunger}! l-yfor. super-Dress,- ing'the air above it tolgignition temperature and greater-pressurethanithatfofjthe air pressed in the cylinder by the rise of the piston,-l5; injsuch manner-ithatiashthe 'latter- -.opens; the; ivalves'efll and Fv .an-initia-l gcharge; will; be iatomized' ,-into b i-anyadmired-centrifugalsev r. a i r illustrating: n zapnlicat omaof swhwh' hav shownaesprine res stedccen riuealsw i h s 1? on thecflyi wheel 39::more orsless operating5a feed Dlfieceding the suctionzioilg-valve 83;;z-and arranged :to; be; moved more or less by 'themosition of the weight 1 1,1

with: each revolution: ofa'the flatter and rthereby at ceach revolutionupermit ?'a I yariably- :controlled passage of:.oi1 :from thegahand ivalveil 15;;to the suction" valve 183;: andsthuscdecreas'e :such' supply with increase in'speed fof the .engineuandiincrease su'ch'supplywwith-decreaseinrsuchispeedv: "5 "Where desired orirequired suitable packing rings or leak resistant" provisions and anyidesired 'jmunberof valves and ports'may e' -u'sed', and he asraeas out the cylinder l3 and piston 15 without seplatter may be circumferentially spaced, or circumferentially extended for avoiding unbalanced loadsand facilitating communication with or through them, according to any usual practice in such devices, and any desired sectionalizing of the cylinder piston or other appropriate parts may be employed for convenience or economy in manufacture or manipulation, and any desired number of pistons, cylinders, cranks and their co-operative parts shown may be employed according to any usual practice or co-operative arrangement.

In operation with the construction shown the I engine will be started by opening the hand valve I15 and turning the fly-wheel 39 until the air in the chamber 33 is sufllciently compressed to raise its temperature to the ignition point desired for the fuel used. This pressure will cause the plunger 11 to exert a greater pressure against the fuel in the oil chamber 8! and simultaneousLv raise the plunger 9| and cause it to compress to a greater pressure the air of the super-charger chamber 89. As the piston 15 approaches the end of its upward stroke it will simultaneously open the oil valve 81 and air valve 95, which would permit oil under said greater pressure and air under said super-pressure to escape and mix in the mixing chamber I09 and be atomized and discharged therefrom into the explosion chamber arating these or'stopping" operation.

With a suitable fly-wheel for enforcingits return stroke the engine shown may be used as a complete power unit without dependence on complementary units for circumf'erentially successive power strokes during the cycle, or it may constitute one of a plurality of such units in any suitable co-operative relationthereof.

tion.

heat of the air therein, and the pressure gen'erated by such ignition will force the piston l5 on its working stroke and will be confined withpiston again closes the inlet 29, during which return stroke the valve 55 and the plunger 59 will permit heated air below the valve 53 to pass into the compression cylinder 57. These operations will be successively repeated with each working stroke of a two cycle engine. Simultaneously with the working stroke of the piston 15 its plunger 48 will draw water into the water cylinder 26 and will expel it therefrom during the return stroke of the piston, thus circulating the cooling fluid around the cylinder.

The usual vane fly-wheel blower 39 commonly used with an air cooled engine will draw outer air through any suitable form of air filter 183 and blow the filtered air therefrom into the air system 27 into the heat interchanger chamber '68 in which it will be pre-heated and from which it will pass to the suction conduit 6! and suction valve 53 through which it will be drawn into the cylinder 5? by descent of the plunger 59 through the valve 55 of which it will pass below this plunger as the latter rises. .As the plunger lit descends this air will be compressed in the chamber 59 communicating with the air inlet'2e to the extent and at the temperature desired for scavenging and air charging the chamber 33, which extent will be varied by adjusting the plunger 59 to vary the volume of the chamber 59, and which scavenging will be varied by adjusting th inlet 29 or the valve 33, or both of these, which in the construction shown may be efiect-ed from with- It will'be seen that my invention provides improvements which can be availed of in whole or in part, and it will be understood that the invention is not limited to the particular details of construction," arrangement, relative proportions, or combination of features set forth as illustrating its preferred form, since it can be availed of in whole or in part according to such modifications of any of these as circumstances, or the Judgment of those skilled in the art, may dictate, without departing from the spiritof the inven- Although set forth and applied to an internal combustion engine of the Diesel type it will be understood that my invention is not limited to use with engines of that type, and that it contemplates using its improved features with any type of engine to which they are applicable'respectively, and with any type of engine operated by ignition or explosion of a combustible charge therein, whether such ignition is effected by heat generated therein or by any usual ignition means.

Ceramic or heat resistant material are preferably used for constructing the feeder plug and parts, the air and oil valves and the tubular timing valve, and the sizes and relative proportions and movements of these and other parts of the engine should be those best suited to circumstances, those shown being magnified for clearness. v

Although for the purpose of illustrating the improvements claimed herein I have illustrated themin connection with my improved feeder and supply means for introducing fuel and compressed air into the combustion chamber and my improved means for operating said feeder and supply means, these feeder and supply means improvements are not specifically claimed herein, being claimed in my companion application filed as a division hereof on February 4, 1942, Serial No. 429,530.

What I claim is:. v

1. In an internal combustion engine, a, cylinder having means supplying fuel thereto and having axially spaced radially outwardly extended inlet and outlet ports, and a combustion chamber therebetween; in combination with a piston reciprocating in said cylinder and having an axially extended cylindrical portion having axially spaced inlet and outlet ports radially outwardly extended through said portion and movable into and out of cooperative relation with said ports respectively, and constructed and arranged to open said ports and aflord communication therewith through said portion of the piston when the latter moves toward the end of. its powerstroke, and to close said ports and terminate said communication during counter movement of aid piston.

inclaim 1, said piston having a hollow cylindrical portion around and extended axially of saidexplosion chamber, and having said inlet and outlet ports through said extended portion, and having axially beyond said ports a valve portion controlling communication through said outlet ports.

4.'In the internal combustion engine specified in claim 1, said cylinder having. an, inwardly spaced and axially extended male head inwardly of its ports and opposed to said piston, and said piston having an axially extended female portion intersected by its ports and around and in reciprocatory engagement withsaid head and around and aflfording a closed chamber between the latter and said piston.

5. In an internal combustion engine, a cylinder having means supplying fuel thereto and inlet and outlet ports, and a combustion chamber in communication therewith, a piston reciprocating in and generating an air pressure within said cylinder, means controlling said ports during said reciprocation, means effecting ignition of said therewith of an axially adjustable compressed air inlet in communication between said air compression means and said combustion chamber, axially adjustable relatively to the latter and axially varying. said introduction relatively thereto.

6. In the internal combustion engine specified in claim 5, said airinlet being concentric of and axially adjustable within said combustion chamber during operation of said engine.

; 7. In an internal combustion engine, a cylinder having means supplying fuel thereto and inlet and outlet ports and a combustion chamber, one of said ports being adjustable axially of said cylinder, a piston reciprocating in said cylinder and having means opening and closing one of said ports during said reciprocation, and means effecting ignition of said fuel; the. combination therewith of means axially adjusting one of said adjustable ports. I

. 8. In the internal combustion engine specified in claim '1, said adjustment means axially adjusting said adjustable port during the operation of said engine.

9. In an internal combustion engine. a cylinder having means supplying fuel thereto and inlet and outlet ports and a combustion chamber, a piston reciprocating in said cylinder and'having means adjustable axially of said piston and opening and closing one of said ports during said means adjustable axially of and operated by and in response to reciprocation of said piston and in communication with and supplying compressed air to said inlet port, and means axially adjusting said compression means relatively to said piston and varying said supply. 12. In the internal combustion engine specifled in claim 11, said compression means being axially adjustable relatively to said piston during operation of said engine. 13. In the internal combustion engine specifled in claim 11, said. compression means including a plunger reciprocatory with 'and screwable axially and adjustably connected to the piston.

14. In an internal combustion engine, a cylin-.

' der having means supplying fuel thereto and inlet and outlet ports and a combustion chamber.

and a heat interchanger circulatory system around said cylinder. a piston reciprocating in said cylinder, means opening and closing said ports during said reciprocation, and means effecting ignition of said fuel; in combinationv with an axially variable pump means in communication with and pumping fluid through said system, variable axially of and operated by said piston coincidently with and in response to said reciprocation, and axially and adjustably rela-' tively to and from said piston varying said circulation.

15.In the internal combustion engine speci- -fled in claim 14, said circulation means being der having means supplying fuel, thereto and air inlet and gas exhaust ports and a combustion chamber, a piston reciprocating in said cylinder, means controlling said ports. means effecting ignition of said fuel, and air compression means in communicationwith and supplying heated compressed air to said air port; the combination therewith of a volumetrlcally variable compression chamber between and in operativerelation tosaid compression means and said'inlet port and volumetrically and adjustably varying the fled in claim 16, said compression chamber being reciprocation, and means effecting ignition of 7 said fuel; the combination therewith of means axially adjusting said opening and closing means of saidpiston.

10. In the internal combustion engine specifled in claim 9, said opening and closing means of said piston being axially adjustable during operation of said engine.

11. In an internal combustion engine, a cylinder having means supplying fuel thereto and inlet and outlet ports and a combustion chamber, a piston reciprocating in said cylinder. means opening and closing said ports during said reciprocation, and ignition means igniting said fuel approximate its introduction; the "combination,

therewith of axially adjustable air compression volumetrically variable during operation of said engine.

19. In an internal combustion engine, a cylinder having means supplying fuel thereto and inlet and outlet'ports and a combustion chamber,

and an air cooling'conduit around said cylinder, a piston reciprocating in said cylinder, means opening and closing said ports during said 'reciprocation. and means effecting ignition of said fuel; the combination therewith of a reciprocatory air pump means reciprocatory with-andreclprocated by said piston and in communication with and pumping air through said cooling means coincidentally with and in response to reciprocation of said piston.

GEORGE HOLT FRASER. 

